Zero emissions pneumatic-electric engine

ABSTRACT

A reciprocating engine has several piston assemblies fitted with embedded magnets in positions that can be alternately repelled and attracted by electromagnetic coils within each of the piston cylinders. The magnetic piston assemblies are connected by rods to a crankshaft with a flywheel. The electromagnetic coils are vented to allow air intake and exhaust to flow through to the piston chambers. Valves and valve timing are controlled relative to the crankshaft rotation such that compressed air can be generated and stored in tanks. The compressed air is used to power air motors to turn electric generators for on-board battery charging. The reciprocating electric engine is configured to idle at a speed that overcomes friction.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention generally relates to engines, and more particularly to zero emissions configurations of pneumatic and electric motors suitable for on-board use in vehicles.

2. Background of the Invention

The reciprocating engine, also often known as a piston engine, is a heat engine that uses one or more reciprocating pistons to convert pressure into a rotating motion. The main type is the internal combustion engine, used extensively around the world in motor vehicles.

There may be one or more pistons. Each piston is inside a cylinder into which a gas is introduced, either already hot and under pressure (steam engine), or that gets heated inside the cylinder by either ignition of a fuel air mixture (internal combustion engine) or by contact with hot heat exchangers inside the cylinders (Sterling engine). When hot gases expand, they can do work, e.g., pushing the piston to the bottom of the cylinder. The piston is returned to the cylinder top (top dead center) either by a flywheel or the power from other pistons connected to the same crankshaft.

In most types, the expanded or “exhausted” gases are removed from the cylinder by this stroke. The exception is the Sterling engine, which repeatedly heats and cools the same sealed quantity of gas.

In some designs, the pistons may be powered in both directions in the cylinder, in which case it is said to be double acting. In all types, the linear movement of the piston is converted to a rotating movement via a connecting rod and a crankshaft or by a swashplate. A flywheel is often used to smooth out the rotations. The more cylinders a reciprocating engine has, generally, the more vibration-free (smoothly) it can operate. The power of a reciprocating engine is proportional to the volume of the combined pistons' displacement.

A seal needs to be made for the pistons as they slide within the cylinder walls so that high pressure gas does not leak past and reduce the efficiency of the engine. These seals can comprise standard piston rings made of hard metal are sprung into a circular groove in the piston head. The rings fit lightly in the groove and press rather hard against the cylinder wall to form a seal.

It is common for such engines to be classified by the number and alignment of cylinders and the total volume of displacement of gas by the pistons moving in the cylinders usually measured in cubic centimeters or liters. For internal combustion engines, single and two-cylinder designs are common in smaller vehicles such as motorcycles. Automobiles typically have between 4-8 cylinders, while diesel locomotives ships can have a dozen cylinders or more. Cylinder capacities range from ten cubic centimeters in toy model engines, up to several thousand cubic centimeters in ships' engines.

The compression ratio is a measure of the dynamic cylinder volumes in an internal-combustion engines as the pistons move. It is the ratio between the maximum volume of the cylinder, when the piston is at the bottom of its stroke, and the minimum volume when the piston is at the top of its stroke. For example, 8.0:1 in a typical gas engine.

Cylinders may be placed in single file, e.g., in-line, or in opposing banks at various angles. A typical six cylinder car engine is a V6 set at 90°. Other angles can be used in a “V” configuration, or horizontally opposite to each other in a “boxer” arrangement, or radially around the crankshaft. Opposed position engines put two pistons working at opposite ends of the same cylinder and this has been extended into triangular arrangements such as the Napier Deltic. Some designs have set the cylinders in motion around the shaft (rotary engine).

Reciprocating compressors use pistons driven by a crankshaft. The compressors can be either stationary or portable, single or multi-staged, and can be driven by electric motors or internal combustion engines. Small reciprocating compressors using 5-30 horsepower (hp) are commonly seen in automotive applications.

A pneumatic motor or compressed air engine is a type of motor which does mechanical work by expanding compressed air. Pneumatic motors generally convert the compressed air to mechanical work through either linear or rotary motion. Linear motion can come from either a diaphragm or piston actuator, while rotary motion is supplied by either a vane type air motor or piston air motor.

Pneumatic motors in many forms have existed over the past two centuries. They range in size from handheld turbines to engines of up to several hundred horsepower. Some types rely on pistons and cylinders, others use turbines. Many compressed air engines improve their performance by heating the incoming air, or the engine itself. Pneumatic motors have found widespread success in the hand-held tool industry and continual attempts are being made to expand their use to the transportation industry. However, pneumatic motors must overcome inefficiencies before being seen as a viable option in the transportation industry.

Electricity and magnetism are interrelated. Wherever an electric current exists, a magnetic field also exists around the current flow. Electro-magnetism, created by an electric current, is widely used in many modern devices, e.g., transformers, motors, and loudspeakers.

Magnetism is an invisible force field that acts on some materials but not on other materials. Magnets radiate this invisible force. Magnets can attract pieces of iron and steel because of this invisible force field. Lodestone (an iron compound) is a natural magnet known for centuries.

The magnets we use today are all manufactured from various alloys of rare earths, copper, nickel, aluminum, iron, and cobalt. These magnets are far stronger than natural lodestone magnets.

The invisible force of magnetism is referred to as a magnetic field. This field extends out from the magnet in all directions. The invisible lines of force that make up the magnetic field are known as magnetic flux. Where the lines of flux are densest, the magnetic field is strongest. Where the lines of flux are sparse, the field is weak. The lines of flux collect at the N-S pole ends of magnets. Therefore, the magnetic field is strongest at the ends of the magnet.

The lines of force diverge as they get farther from the magnet. This means that the magnetic field gets weaker as the distance from the magnet increases. Assume that flat planes were pushed through the magnetic field. The place farthest from the magnet contacts only four lines of flux. The plane closest to the magnet crosses six lines of flux. Obviously, the plane closest to the end of the magnet is the strongest field.

Electro-magnetism can be created by electric currents in wires and coils. Each current-carrying conductor has a magnetic field around it. The field is always at right angles (perpendicular) to the direction of current and exists as a continuous field for the entire length.

The magnetic field itself has no poles, the flux exists only in the air. However, the flux still has an assumed direction, just as it does in the circular magnet. The direction of the flux around a conductor can be determined by using a left-hand rule. Grasp the conductor with your left hand so that your thumb points in the direction of the current. Your fingers will then indicate the direction of the flux. The strength of the magnetic field around a conductor is determined by the amount of current flowing through the conductor. The strength, at some fixed distance from the conductor, is directly proportional to the current. Doubling the current will double the strength of the magnetic field.

A stronger field can be created by combining the fields around two or more conductors, e.g., by coiling the conductor. A conductor formed into this shape is called a coil. Forming a coil out of a conductor creates an electromagnet. The poles are located where the flux is the most concentrated. The flux is the most concentrated in the center of the coil. Thus, the poles are at the ends of the coil where the flux enters and leaves the center of the coil.

The polarity of a coil can be determined by applying the left-hand rule. Reversing the direction of the current will reverse the polarity of an electromagnet. Of course, the strength of the magnetic field would remain the same.

The strength of an electromagnet depends upon the type of core material (the magnetic material), the size and shape of the core material, the number of turns on the coil, and the amount of current in the coil.

In general, the magnet will be strongest when the core material has the highest permeability, the core material has the largest cross-sectional area and the shortest length for flux lines. This results in a low reluctance. The number of turns and amount of current are greatest. This provides a large electro-magneto-motive force.

Electromagnets are used extensively in industry for a variety of jobs. They are used to hold steel in position while it is being machined. They sort magnetic from nonmagnetic materials. They are used for lifting and moving heavy iron and steel products.

Physically and electrically, a DC motor resembles a DC generator. In fact, in some cases a single machine may be used as either a generator or a motor. Whereas the shaft of a generator turns because of some outside mechanical force, the shaft of a motor rotates because of the interaction of two magnetic fields within the motor itself. Current from an external source flows through the brushed, commutator, and armature coil. This produces a magnetic field in the armature iron. The armature poles are attracted by the field poles of the permanent magnet. The result is a rotational force called torque.

The commutator and brushes change the direction of a current in the armature coil ever 180°. This change reverses the magnetic polarity of the armature so that it is always attracted or repelled by the field poles. Thus, the direction of the torque (rotational force) is always the same. When rotated 90°, the armature's South pole will be in line with the field's North Pole. However, the force of the moving armature carries the armature just past the vertical position. At this time, the current in the armature coil changes, and the armature field reverses. Now the North pole of the armature is repelled by the north pole of the field.

Practical motors have more than two commutator segments and many more armature coils. With more commutator segments, it is not necessary to rely on inertia as the armature polarity is reversed. The segments change an instant before the poles of the fields are aligned. During the time that each brush contacts two segments of the commutator, four poles are created. However, all four poles provide torque in the same direction. The field poles in a DC motor can be either permanent magnets or electromagnets. When electromagnets are used, the current in the field never changes direction. Thus, DC motors with electromagnetic fields operate in the same way as those with permanent-magnet fields.

All electric motors operate by using electromagnetic induction, which is the interaction between conductors, currents, and magnetic fields. Any time an electrical current passes through a conductor (of which copper wires are the most common type). It causes a magnetic field to form around that conductor. Conversely, any time a magnetic field moves through a conductor, it induces (causes to flow) an electrical current in that conductor. Motors operate by making use of this, in combination with magnetic attraction and repulsion. Electric motors turn electrical energy into mechanical movement. When an electrical current flows through the motor's windings, a strong magnetic field forms. This magnetic field attracts the rotor, and it moves it towards the magnetic field, causing the initial movement on the motor. This movement is continued by various means of rotating the magnetic field. The most common method is doing this is by using several different windings and sending current to them alternately, thus causing magnetic strength to be in one place one moment, and another place the next. The rotor will follow these fields, causing continuous motion. While there is any number of variations to the above, all motors operate in this way.

An electric generator is a device that converts mechanical energy to electrical energy. A generator forces electrons in the windings to flow through the external electrical circuit. It is somewhat analogous to a water pump, which creates a flow of water but does not create the water inside. The source of mechanical energy may be a reciprocating or turbine steam engine, water falling through a turbine or waterwheel, an internal combustion engine, a wind turbine, a hand crank, compressed air or any other source of mechanical energy. Depending upon the electric motor or generator system configuration, the environmental impact varies. For example, if a water damn power source is used to power an electric motor or generator, in theory there is no environmental impact. However, if the motor or generator is powered by a petroleum or coal source the environmental impact is enormous.

Pulse width modulation (PWM) is often used to digitally control the delivery of electrical power for speed control of electric motors. PWM is an efficient way to build voltage regulators because the source is either switched on or switched off. No heat is lost across the switch. The target average of the switching voltages to loads can be adjusted with the appropriate duty cycle. The output will approximate a voltage at the desired level. There are many state-of-the-art semi-conductor electronic control systems one of which is PWM.

Combustion/electric hybrid engines and all-electric engines all depend on batteries for their operations and motive power. Combustion/electric hybrids typically provide work first powered by batteries and secondary work is provided by an on-board gasoline combustion engine. Combustion/electric hybrids regenerate the first power source, batteries, through breaking-induction, generator power from combustion engine and connection to the electric grid. During the gasoline combustion operational phase, the energy expended from rechargeable batteries is renewed.

Modern systems switch between these modes for ideal operation and fuel conservation. Conversely, all-electric systems are used until exhaustion of the batteries as it relates to the battery capacity present and are typically renewed via connection to the electric grid.

The typical electric motor and the electric generator both use opposing electric fields generated by an electro-magnetic coils and permanent magnets, or by an electro-magnetic coil and an opposing electro-magnetic coil when current is applied. There is a significant amount of research devoted to developing hydrogen and fusion fuel sources for mechanical devices. In both these cases and in all cases investigated it is either the device or the source that continues the negative impact on our environment.

Combustion engines and all subsystems are sustainable with two important ingredients, fuel and an idling system. The system must run at a determined set point in order to overcome its own resistance, provide enough energy to operate its subsystems and finally, to substantiate enough power to perform work. In order for the described mechanical process to be sustainable, the operations must be continuous at some fixed idling to provide the relative byproducts necessary to eliminate the need of an external power source.

SUMMARY OF THE INVENTION

Briefly, a reciprocating engine system embodiment of the present invention includes one or more pairs of piston assemblies fitted with embedded magnets in positions that can be alternately repelled and attracted by electromagnetic coils within each of the piston cylinders. The magnetic piston assemblies are connected by rods to a crankshaft with a flywheel. The electromagnetic coils are ported to allow air compressor intake and exhaust flows through to the piston chambers. Valves and valve timing are controlled relative to the crankshaft rotation such that compressed air can be generated and stored in tanks. The compressed air stored can be used at anytime to power air motors that turn electric generators for on-board battery charging. It's also possible to reverse the valve timing and allow the stored compress gas to run the system as a pneumatic motor assisting the linear electric motors.

These and other objects and advantages of the present invention will no doubt become obvious to those of ordinary skill in the art after having read the following detailed description of the preferred embodiments that are illustrated in the various drawing figures.

IN THE DRAWINGS

FIG. 1 is a functional block diagram view of a six-cylinder boxer reciprocating linear electric motor and compressor, in an embodiment of the present invention;

FIGS. 2A and 2B are side view diagrams of a piston as used in FIG. 1, the two part piston body is shown in FIG. 2A already assembled, e.g., a base and a sleeve cap which capture a permanent magnet between them;

FIG. 3 is a top view diagram of the six-cylinder boxer reciprocating linear electric motor and compressor of FIG. 1, but without showing the cylinder block, or cylinders in order that the arrangement of piston connecting rods and crankshaft can be better seen and understood; and

FIGS. 4A-4C are exploded assembly view of a piston assembly, a top view of a piston and magnet, and a perspective view of the piston assembly, cylinder, and electro-magnetic coil.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 represents a boxer-type reciprocating linear electric motor and compressor, in an embodiment of the present invention referred to herein by the general reference number 100. Here in this example, boxer-type reciprocating linear electric motor and compressor 100 comprises three pair of 180° boxer-opposed cylinders in an aluminum cylinder block 102, and supporting a rotatable crankshaft and flywheel 104. At a minimum, one pair of boxer-opposed cylinders is required.

Since the example of FIG. 1 is a six cylinder, six aluminum pistons 106 (typical) are each disposed in and free to reciprocate within a corresponding cylinder in the cylinder block 102. Each piston 106 is connected by a rod to the crankshaft (not seen in FIG. 1). Aluminum is a preferred material for use throughout because it will interfere the least with the magnetic fields being employed in this application.

A rare earth permanent magnet 108 is rooted in the top end of each piston 106. An electro-magnetic coil 111-116 is disposed in the top end of each cylinder in the cylinder block 102. Each are configured for close magnetic coupling with the rare earth permanent magnets 108 on top of each corresponding piston 106.

An intake and exhaust valving and timing system, here 118 and 120 for the left and right cylinder banks, is configured to allow each piston to draw in and push out air as the crankshaft turns, and thereby allow the whole to function as multi-cylinder air compressor. In an alternative embodiment, the intake and exhaust valving and timing system can be dynamically configured to switch operation from that of an air compressor to that of a pneumatic motor. Such would be desirable in instances where large torque demands were being placed at the flywheel 104 and where compressed air was on-hand to help. Air intakes would then become air exhaust vents. Something more than simple check valves would be needed to accomplish such mode of operation. An electric pulse controller 122 is individually wired to each of the electro-magnetic coils 111-116. Electric pulse controller 122 is configured to provide coordinated, well-polarized and well-timed pulses of direct current (DC) electricity to the electro-magnetic coils 111-116 to produce magnetic interactions with respective ones of the rare earth permanent magnets 108 embedded in each piston 106. The timing, polarization, pulse duration all depend on the angular position of the flywheel 104 and the output being demanded by an accelerator control 124. In a more practical embodiment, individual solid state relays are located at each of the electro-magnetic coils 111-116 and would be used to control what can be heavy electrical currents coming from a battery storage 126. The electric pulse controller 122 is then wired with much lighter wire to each of such relays.

An application of electrical power to the electric pulse controller 122 and a proper accelerator position 124 will produce compressed air from the intake and exhaust valving and timing system 118 and 120, and mechanical torque at flywheel 104.

A number of compressed air storage tanks 130 and 132 connected by manifolding 134 to receive, collect, and store a flow of compressed air from the intake and exhaust valving and timing system 118 and 120. A pneumatic motor 140 is connected to receive compressed air from the compressed air storage tanks 130 and 134 through a high pressure line 142. Pneumatic motor 140 is included to produce auxiliary mechanical torque and may include its own automatic control system. An electrical generator 144 is connected to receive mechanical torque from the pneumatic motor 140 so it can produce an auxiliary electrical power output 146. The battery storage 126 is connected to a charge controller 148 so it can be periodically recharged from auxiliary power made available at power output 146.

In a very simple embodiment, the boxer reciprocating linear electric motor and compressor 100 can be fitted with a set of corresponding check valves configured to isolate each cylinder so every cylinder can work independently to produce compressed air, and to operate together as a simple intake and exhaust valving and timing system 118 and 120.

Electro-magnetic coils 111-116 include a core of insulation, a magnetic shield, and a number (N) of turns of wire wrapped around the core to form a coil on a bobbin. The magnetic shield can include soft iron, iron-silicon alloys, nickel iron alloys, magnet steel, chromium magnet steels, tungsten magnet steel, cobalt magnet steels, comol, indalloy, remalloy, alnico alloy, ceramic, mu metal, and/or combinations. Electro-magnetic coils 111-116 provide intake and exhaust air passageways between the cylinders they attach to and storage tanks 130 and 132. Electro-magnetic coils 111-116 connect to power sources to generate a magnetic field under control of a solid-state switch.

FIGS. 2A and 2B represent a magnet equipped piston assembly 200 in an embodiment of the present invention. Piston assembly 200 includes a piston body 202, a rare earth permanent magnet 204, a wrist pin 206, and a connecting rod 208. The piston body has skirts 209 and a distal top face 210. Ring grooves 211-216 are provided for conventional compression and oil seal control rings, e.g., as is common in gas and diesel engines. Other less involved arrangements are also possible.

Piston body 202 has two parts, a base and a piston top cap which capture permanent magnet 204 between them. Any number of ways can be devised to secure these parts together, and further details here are unnecessary as not really being germane to the objects of the Invention. FIG. 3 shows the piston bases attached to their respective connecting rods without showing the cylinder block or the piston top caps. The electro-magnetic coils 111-116 are wound on non-metallic bobbins with internal airways for compressor airflows.

When working with strong and powerful electromagnetic materials, close attention must be paid to the types of materials being employed, especially whether ferrous or non-ferrous, conductive or non-conductive. The piston assemblies here are preferably made of aluminum, a metallic but non-magnetic material. Magnetic piston assembly 200 and magnet 204 are typically assembled with magnetic North towards a distal top face 210.

FIG. 3 represents a six-cylinder boxer reciprocating linear electric motor and compressor arrangement like that of FIG. 1, and is referred to herein by general reference numeral 300. There are six electro-magnetic coils 301-306 that individually bolt to the top ends of the cylinders. This way each is positioned about as close as is practical to magnets 108, 204, in the piston assemblies. Each electro-magnetic coil 301-306 is ported to allow compressor airflows to and from the corresponding cylinders. Six pistons 311-316 are shown here which are equipped with respective permanent magnets. The pistons are respectively mechanically coupled through connecting rods 318-323 to a crankshaft 324. A shaft encoder 326 or distributor is geared to the crankshaft 324 to provide timing control inputs, e.g., for electric pulse controller 122 (FIG. 1).

FIGS. 4A-4C represent a piston assembly 400, in an embodiment of the present invention. Compared to FIG. 2, it can be seen there a range of designs is permitted for the style and configuration of pistons that can be used, e.g. in FIGS. 1 and 3. piston assembly 400 captures a rare earth magnet 402 between a piston top cap 404 and a piston base 406. A wrist pin 408 attaches them all to a connecting rod 410. These all, in turn, attach to a crankshaft 412. Piston assembly 400 reciprocates inside air cooled cylinder 420 under the influence of alternating currents applied to an electro-magnetic coil 430.

A key aspect of this embodiment is its ability to simultaneously produce potential kinetic energy in the form of compressed air. Compressed gases, in general, represent a storable, auxiliary energy source. Here, it is simultaneously generated with the mechanical torque of the flywheel with every up-down stroke of the pistons. The volume of compressed gas potential energy produced for each turn of crankshaft 324 is directly related to the pistons' bore and stroke, and how many pistons are employed in parallel.

Unlike electric motors, reciprocating magnetically charged piston engine embodiments of the present invention take compressed air off the compression cycle at a predetermined volume and store it by way of air vents in electro-magnetic coil 111-116. The magnet equipped piston assemblies needed here are relatively longer in length than a typical compressor or internal combustion engine, so two sets of compression rings and one set of oil retainer rings are needed to control the piston in its cylinder bore.

A first embodiment of the present invention provides reciprocating electric engine with an electro-magnetic pulsed coil firing an electro-magnetic element loaded piston, where the piston face and the electro-magnetic coil face have opposing magnetic fields.

A second embodiment of the present invention provides an electro-magnetic means through polarity switching that captures the magnet in a piston and acts upon it in such a manner that pushes and pulls the piston assembly. This configuration captures the piston in an electro-magnetic collapsing, energizing, and reversing manner.

A third embodiment of the present invention provides an electromagnetic means to pull or attract the magnet in a piston serving to increase the reciprocating speeds capability by not reversing polarity of the magnetic field.

A fourth embodiment of the present invention provides a means for a piston made of solid metallic magnetically attractable material in which the electro-magnetic coil can simply pull through a power stroke. Most piston engines fire at some degree after top dead center (TDC) in this particular configuration the piston is pulled or attracted some degree after bottom dead center (BDC).

A fifth embodiment of the present invention provides through its reciprocating design previously unattainable levels of efficiency. Substantial reductions in resistance are made possible by eliminating unnecessary mechanical loads, e.g., mechanical fuel pumps, mechanical valves, valve push rods, carburetors and associated fuel management systems.

Other alternative embodiments of the present invention include more efficient flywheel, crankshaft, rod and piston versions of conventional reciprocating gasoline air combination ignition system, all gasoline and electric motor combination hybrids engine forms, all full electrically powered do not have or have the ability of long term sustainable, zero emission under load conditions. The electro-mechanical, electro-magnetically pulsed reciprocating engines described here are able to provide substantial work under load with a surplus work potential and zero emissions.

Simultaneous piston work functions provide unique benefits. The first being a simultaneous same cycle power and intake stroke, that is accomplished in the first 180° of crankshaft rotation. Second, a simultaneous compression and a preset gasses relief into a working reservoir, in combination with each 180 degrees dual cycle operation there is a two-pass electrically inductive result.

Unlike conventional compressors, the power to drive the compression operation is internal to the compressor. Typically electric motors or small gasoline powered engines do not use their own byproducts of their work. With conventional systems that inject fuels to ignite them, it is virtually impossible to disperse the combustion gases and use them for another function without adverse consequences to the engine's operation.

Idling an electro-magnetic pulsed reciprocating engine can provide a continuous flow of compressed air energy generation. Such allows the use of conventional manual-shift and automatic-shift auto transmissions and use. Idling can further provide the ever familiar automotive sound. Unlike conventional electric motors that are virtually silent in operation, embodiments of the present invention have the look, form, fit, function and sound of a typical internal combustion reciprocating engine.

A method embodiment of the present invention provides for the simultaneous generation of mechanical torque and compressed air from an input of electrical power. A piston with a magnet in a cylinder is configured to be electro-magnetically and repetitively driven in a down stroke and an upstroke upon the application of an electrical power input to an electro-magnetic coil. The piston is connected to a crankshaft which is configured to deliver an output of mechanical torque. Air is valved to enter the cylinder on said down-stroke, and to be compressed on said upstroke. The air compressed in this manner is stored for use later as a source of pneumatic energy.

Thereafter, auxiliary electrical power can be generated from any of the air that was previously compressed and stored. Batteries can also be charged with the auxiliary electrical power, and the batteries can be wired to provide at least some of the electrical energy applied to the electrical power input. At least the frequency of the down strokes and upstrokes can be controlled according to the position of an accelerator control. The frequency of the down strokes and upstrokes can be adjusted to a predetermined idle rate when the position of the accelerator control is zero, or neutral.

Although the present invention has been described in terms of the presently preferred embodiments, it is to be understood that the disclosure is not to be interpreted as limiting. Various alterations and modifications will no doubt become apparent to those skilled in the art after having read the above disclosure. Accordingly, it is intended that the appended claims be interpreted as covering all alterations and modifications as fall within the “true” spirit and scope of the invention. 

What is claimed:
 1. A boxer reciprocating linear electric motor and compressor, comprising: a least one pair of 180° boxer-opposed cylinders in an aluminum cylinder block, and supporting a rotatable crankshaft and flywheel; a number of aluminum pistons each disposed in and free to reciprocate within a cylinder in said cylinder block, and each connected by a rod to the crankshaft; a rare earth permanent magnet embedded in each piston; an electro-magnetic coil disposed in the top end of each cylinder in the cylinder block, and configured for magnetic coupling with said rare earth permanent magnet embedded in each corresponding piston; an intake and exhaust valving and timing system configured to allow each piston to draw in and push out air as the crankshaft turns, and thereby function as multi-cylinder air compressor; and an electric pulse controller individually wired to each of the electro-magnetic coils, and configured to provide coordinated, well-polarized and well-timed pulses of direct current (DC) electricity to the electro-magnetic coils to produce magnetic interactions with respective ones of the rare earth permanent magnets embedded in each piston; wherein, an application of electrical power to the electric pulse controller will produce compressed air from the intake and exhaust valving and timing system, and mechanical torque at the flywheel.
 2. The boxer reciprocating linear electric motor and compressor of claim 1, further comprising: a number of compressed air storage tanks connected to receive, collect, and store a flow of compressed air from the intake and exhaust valving and timing system.
 3. The boxer reciprocating linear electric motor and compressor of claim 1, further comprising: a pneumatic motor connected to receive compressed air from the compressed air storage tanks, and configured to produce auxiliary mechanical torque.
 4. The boxer reciprocating linear electric motor and compressor of claim 3, further comprising: an electrical generator connected to receive mechanical torque from the pneumatic motor, and configured to produce an auxiliary electrical power output.
 5. The boxer reciprocating linear electric motor and compressor of claim 5, further comprising: a battery system connected to be electrically recharged periodically by the electrical generator, and configured to supply electrical power to the electric pulse controller and electro-magnetic coils.
 6. The boxer reciprocating linear electric motor and compressor of claim 1, further comprising: an accelerator control mechanism connected to the electric pulse controller, and configured to allow a user to vary the speed of rotation of the crankshaft by dynamic adjustments of the character and strength of the coordinated, well-polarized and well-timed pulses of DC electricity to the electro-magnetic coils.
 7. The boxer reciprocating linear electric motor and compressor of claim 1, further comprising: a set of corresponding check valves configured to isolate each cylinder so every cylinder can work independently to produce compressed air, and to operate together as a simple intake and exhaust valving and timing system.
 8. The boxer reciprocating linear electric motor and compressor of claim 6, further comprising: a mode of operation for idling when not under load in which the electric pulse controller keeps the whole running at a predetermined idle speed with zero accelerator control input.
 9. The boxer reciprocating linear electric motor and compressor of claim 6, further comprising: a braking mode of operation in which decreasing positive or negative positions of the accelerator control mechanism instruct the electric pulse controller to issue electric pulses that will cause a deceleration in any drive train attached to the flywheel.
 10. The boxer reciprocating linear electric motor and compressor of claim 6, further comprising: a variable relief check valve.
 11. The boxer reciprocating linear electric motor and compressor of claim 6, wherein: produces a compression cycle where inlet and exhaust ports gas flows are controlled with variable gas pressure relief valves causing the compression cycle to exhaust under control.
 12. The boxer reciprocating linear electric motor and compressor of claim 1, further comprising: a gas passageway for interconnecting cylinders, and including an inlet valve and an outlet valve defining a pressure chamber there between, wherein the inlet valve and the outlet valve of the gas passage maintain at least a predetermined firing condition gas pressure in the pressure chamber during the entire same stroke cycle.
 13. A method for the simultaneous generation of mechanical torque and compressed air from an input of electrical power, comprising: configuring a piston with a magnet in a cylinder to be electro-magnetically and repetitively driven in a down stroke and an upstroke upon the application of an electrical power input to an electro-magnetic coil; connecting the piston to a crankshaft configured to deliver an output of mechanical torque; valving air to enter the cylinder on said down-stroke, and to be compressed on said upstroke; and storing air compressed in this manner for use later as a source of pneumatic energy.
 14. The method of claim 13, further comprising: generating auxiliary electrical power from any of said air previously compressed and stored.
 15. The method of claim 14, further comprising: charging batteries with said auxiliary electrical power; and configuring the batteries to provide at least some of the electrical energy applied to said electrical power input.
 16. The method of claim 13, further comprising: controlling at least the frequency of said down strokes and upstrokes according to the position on an accelerator control.
 17. The method of claim 13, further comprising: fixing the frequency of said down strokes and upstrokes to a predetermined idle rate when the position of said accelerator control is zero. 